Rotary engine operating on refrigeration cycle

ABSTRACT

A pollution-free engine which operates upon a refrigerant cycle. The engine comprises a fixed outer shell having a circular peripheral race, a fixed inner shell having a circular peripheral race and disposed coaxially within the outer shell. A central shell having a peripheral race is disposed between the fixed shells and is mounted for eccentric rotation about the coaxial axis of the fixed shells. A central shaft is connected to the central shell and is laterally offset from its axis but is coaxial with the axes of the fixed shells such that a portion of the race makes contact with the race of the outer shell and also with the race of the inner shell. The arrangement forms four chambers, the first chamber of which is arranged to provide mechanical power to the shaft when the chamber expands as a result of the introduction therein of a power gas from an evaporation chamber disposed within the inner shell. The second chamber contracts as the first chamber expands and serves to recycle gas used in the first chamber by providing that gas to a condensation chamber also disposed within the inner shell. The condensation chamber acts to condense the power gas into a liquid. Means are provided for carrying the liquid to the evaporation chamber. A heat exchanger is disposed within the evaporation chamber and is coupled to a third chamber. The third chamber contains a refrigerant fluid in the form of a gas, and contracts as the first chamber expands, whereupon the second fluid condenses to form a refrigerant liquid in the first heat exchanger. This action provides heat to the power liquid within the evaporation chamber to cause that liquid to evaporate. The condensation chamber includes a second heat exchanger coupled to the first heat exchanger and adapted to receive condensed liquid therefrom. The second heat exchanger is coupled to a fourth chamber which expands as the third chamber contracts such that the condensed refrigerant liquid evaporates in the second heat exchanger to extract heat from the power gas within the condensation chamber and thereby cause the power gas to condense into a liquid. An electrical heating coil is provided within the evaporation chamber to aid in the evaporation of the power gas therein.

United States Patent 1 Yoos, Jr.

[ July 1,1975

[ ROTARY ENGINE OPERATING ON REFRIGERATION CYCLE [76] Inventor: Frederick W. Yoos, Jr., 5008 F St.,

Philadelphia, Pa. 19124 [22] Filed: Feb. 4, 1974 [21] Appl. No.: 439,509

[52] US. Cl 60/669; 60/671 [51] Int. Cl. F0lk 11/04 [58] Field of Search 60/651, 669, 67l, 39.61; 4l8/6, ll, 61 R, 63, 247; 417/382; 62/467 [56] References Cited UNITED STATES PATENTS 2,982,864 5/1961 Furreboe 62/467 UX 3,292,366 12/1966 Rice et al 60/651 Primary Examiner-Martin P. Schwadron Assistant Examiner-H. Burks Attorney, Agent, or Firm-Caesar, Rivise, Bernstein &

Cohen [57] ABSTRACT portion of the race makes contact with the race of the outer shell and also with the race of the inner shell. The arrangement forms four chambers, the first chamber of which is arranged to provide mechanical power to the shaft when the chamber expands as a result of the introduction therein of a power gas from an evaporation chamber disposed within the inner shell. The second chamber contracts as the first chamber expands and serves to recycle gas used in the first chamber by providing that gas to a condensation chamber also disposed within the inner shell. The condensation chamber acts to condense the power gas into a liquid. Means are provided for carrying the liquid to the evaporation chamber. A heat exchanger is disposed within the evaporation chamber and is coupled to a third chamber. The third chamber contains a refrigerant fluid in the form of a gas, and contracts as the first chamber expands, whereupon the second fluid condenses to form a refrigerant liquid in the first heat exchanger. This action provides heat to the power liquid within the evaporation chamber to cause that liquid to evaporate. The condensation chamber includes a second heat exchanger coupled to the first heat exchanger and adapted to receive condensed liquid therefrom. The second heat exchanger is coupled to a fourth chamber which expands as the third chamber contracts such that the condensed refrigerant liquid evaporates in the second heat exchanger to extract heat from the power gas within the condensation chamber and thereby cause the power gas to condense into a liquid. An electrical heating coil is provided within the evaporation chamber to aid in the evaporation of the power gas therein.

1 ROTARY ENGINE OPERATING ON REFRIGERATION CYCLE This invention relates generally to prime movers or engines and more particularly to non-combustion engines operating upon a refrigeration cycle.

Various external combustion engines have been proposed as an answer to lowcost, yet efficent power. Examples of such engines are found in the following US. Pat. Nos. 3,040,530 (Yalnizyan), 3,228,196 (Paulsen), 3,275,222 (Meyer), and 3,457,722 (Bush).

Such engines commonly utilize a hot gas principle of operation referred to as the Stirling Cycle. Basically, the Stirling Cycle entails the expansion and contraction of a working fluid to effect the movement of mechanical means. The cycle consists of two isothermal and two constant-volume phases. Engines operating on the Stirling Cycle comprise in one form or another, a heater, a cooler and a gas regenerator. As a practical matter, Stirling Cycle engines commonly utilize the burning of hydro-carbon fuel to effect the expansion of the working fluid or gas (see the aforementioned Bush patent).

Other external combustion engines have been proposed, such as, that shown in the August 1973 issue of Popular Science" on page 59. The engine shown therein is an external combustion engine operating upon the Rankine Cycle", wherein an expanded flurocarbon is condensed and recirculated in a closed system. As in other external-combustion engines the expansion of the fluro-carbon is effected by the combustion of fuel, such as propane.

While external combustion engines, whether operating on the Stirling Cycle or the Rankine Cycle, have some advantages over conventional internal combustion engines, e.g. higher efficiency, capability of use of lower grade fuels, cleaner exhaust, nevertheless, from a practicality standpoint, such engines still exhibit various drawbacks.

In todays industrialized society wherein fuel supplies are diminishing rapidly while air pollution is increasing due to the combustion of hydro-carbon fuels, the buming of any such fuel, to create mechanical power is undesirable both from the resource conservation standpoint as well as an ecological standpoint.

Therefore, the need presently exists for an engine which does not require any fuel combustion to effect the production of power.

Accordingly, it is the general object of this invention to provide a non-combustion engine which overcomes many of the disadvantages of the prior art.

It is a further object of this invention to provide a non-polluting engine which operates upon a refrigeration cycle.

It is still a further object of this invention to provide a pollution-free engine which is relatively simple in construction.

It is yet a further object of this invention to provide a rotarytype engine which operates upon a refrigeration cycle.

These and other objects of this invention are achieved by providing a pollution-free engine comprising a first chamber which expands in response to the evaporation of a first volatile liquid to a gas. Shaft means are coupled to the first chamber to provide mechanical power when the first chamber expands. The first gas is provided to the first chamber from a evaporation chamber wherein the first volatile liquid is boiled ofi' to form the first gas. A second chamber is provided in the engine, which chamber contracts as the first chamber expands. The second chamber serves to recycle gas used in the first chamber by providing such gas to a condensation chamber. The condensation chamber acts to condense the first gas back to a liquid. Means are provided for carrying the condensed liquid to the evaporation chamber. The evaporation chamber comprises a first heat exchanger coupled to a third chamber. The third chamber contains a second volatile fluid in the form of a gas and contracts as the first chamber expands, whereupon the second fluid condenses to form a second liquid in the first heat exchanger and thereby provide heat to the first liquid within the evaporation chamber. This heat causes the liquid within the evaporation chamber to evaporate. The condensation chamber comprises a second heat exchanger coupled to the first heat exchanger and adapted to receive condensed liquid therefrom. The second heat exchanger is also coupled to a fourth chamber which expands as the third chamber contracts, whereupon the condensed liquid evaporates in the second heat exchanger to thereby extract heat from the first gas within the condensation chamber to cause the first gas to condense into a liquid.

Other objects in the many of the attendant advantages of the invention will become readily apparent with reference to the drawings wherein:

FIG. 1 is a perspective view of an engine embodying the present invention;

FIG. 2 is an enlarged sectional view taken along line 2.2 of FIG. 1;

FIG. 3 is a sectional view taken along line 33 of FIG. 2;

FIG. 4 is a sectional view taken along line 44 of FIG. 2'.

FIG. 5 is an exploded perspective view showing the three shells that form the engine shown in FIG. 1',

FIG. 6 is a graphical representation of one point in the operation of the engine shown in FIG. 1;

FIG. 7 is a graphical representation of a later point in the operational cycle of the engine shown in FIG. 1;

FIG. 8 is a schematic view of a still later point in the operational cycle of the engine shown in FIG. 1;

FIG. 9 is a schematic view of a still later point in the operational cycle of the engine shown in FIG. 1;

FIG. 10 is a schematic view of a still later point in the operational cycle of the engine shown in FIG. 1;

FIG. 11 is a schematic view of a still later point in the operational cycle of the engine shown in FIG. 1;

FIG. 12 is a schematic view of a still later point in the operational cycle of the motor shown in FIG. 1;

FIG. 13 is a schematic view of a still later point in the operation of the motor shown in FIG. 1.

Referring now in greater detail to the various figures of the drawing wherein like reference characters refer to like parts, there is shown at 20 in FIG. I, an engine embodying the present invention.

The engine 20 basically comprises a housing or shell 22 in which the components of the engine are disposed, a drive shaft 24 which is adapted to be rotated by the engine to provide mechanical power to means (not shown) to which the shaft is connected and mounting means 26 for mounting the engine in place.

The shell 22 is of a generally thin cylindrical shape and includes a pair of sidewalls 28 and 30 and a hollow cylindrical end wall or a race 32. As can be seen in FIG. 5 the race 32 and the sidewall 28 are formed as an integral unit, with the peripheral edge of the sidewall joined to one end of the race. The other sidewall 30 is detachably connected at its peripheral edge to the other edge of the race by suitable means (not shown), such as screws, to enable one to remove the sidewall to thereby gain access to the interior of the engine.

As can be seen in FIGS. 1, an aperture 34 is provided at the center of the sidewall 30, through which aperture the shaft 24 extends. A seal 35 (FIG. 3) as disposed about shaft 24 within aperture 34.

As can be seen in FIGS. 2 and 5, another hollow cylindrical shell 36 is disposed within the outer shell 22. The shell 36 is also of a generally thin cylindrical shape and includes a pair of sidewalls 38 and 40 (see FIGS. 3 and 5) and a hollow cylindrical end wall or a race 42.

The race 42 and the sidewall 38 are formed as an integral unit with the peripheral edge of the sidewall joined to one edge of the race. The other sidewall is detachably connected at its peripheral edge to the other edge of the race by suitable means (not shown), such as screws, to enable one to remove the sidewall and thereby gain access to the interior of the shell 36.

As shown in FIG. 3 the shell 36 is disposed coaxially within shell 22 and is secured thereto by plural bolts 44. The bolts 44 extend through openings 46 in the sidewall 28 of shell 22 and into threaded engagement with aligned threaded holes 48 in the sidewall 38 of the shell 36. The central portion of the sidewall 38 includes a thickened ledge portion 50 which abuts the inner surface of the sidewall 28 when the bolts 44 are secured in place.

A bearing sleeve 52 is connected between the sidewalls 38 and 40 of the shell 36 and is centered about the axis of the shell. The sleeve 52 serves as a bearing in which the shaft 24 rotates. To that end, as can be seen in FIG. 3, one end 53 of shaft 24 extends through the bearing sleeve 52 and into a bearing cup 56 provided in the inside surface of sidewall 38 at the center thereof.

As can be seen in FIGS. 2 and 5, still another hollow cylindrical shell 58 is disposed within the engine, between the outer shell 22 and the inner shell 36. The

shell 58 is of a generally thin cylindrical shape and includes a pair of sidewalls 60 and 62 (see FIGS. 3 and 5) and a hollow cylindrical endwall or a race 64. The race 64 and the sidewall 60 are formed as an integral unit with the peripheral edge of the sidewall joined to one edge of the race. The other sidewall is detachably connected at its peripheral edge to the other edge of the race by a suitable means (not shown), such as screws, to enable one to remove the sidewall to gain access to the interior of the shell 58.

Shell 58 is arranged to rotate eccentrically about the coaxial axes of shells 22 and 36 on shaft 24 which lies along those axes. To that end the shaft 24 is permanently connected to the sidewall 62 of shell 58 laterally of the central axis of the shell such that the axis of rotation of the shell is laterally displaced from the central axis of the shell (see FIG. 2) by a sufficient distance that one portion of the outer surface of the race of shell 58 always abuts some portion of the inner surface of the race 32 of shell 22 and one diametrically opposed portion of the inner surface of race 64 of shell 58 always abuts some portion of the outer surface of race 42 of shell 36, irrespective of the rotational position of the shell 58 with respect to shells 22 and 36.

As can be seen in FIG. 2, an opening 66 is provided in the race 32 of the shell 22. The opening serves as a passage through which a spring-biased seal 68 extends. The seal 68 is mounted for lateral reciprocation and is biased by a leaf spring 70 mounted within a spring housing 72, such that the end 74 of the seal 68 abuts a portion of the outside surface of the race 64 of shell 58, irrespective of the rotational position of the shell. Plural bolts 76 are provided to connect the housing 72 to the shell 22. A cover plate 78 is bolted to the end of housing 72 by plural bolts 80 and serves to seal the housing.

An opening 84 is provided in the race 42 of the shell 36 opposite opening 66 in shell 22. The opening 84 serves as a passageway through which a second springbiased seal 82 extends. The seal 82 is mounted for lateral reciprocation and is biased by a leaf spring 86 mounted within a recess 88 in a wall 90 within shell 36, such that the lateral end 92 of the seal 82 abuts a portion of the inside surface of race 64, irrespective of the rotational position of the shell.

A second opening 91 is provided in race 32 of shell 22 and is disposed diametrically opposite opening 66. The opening 92 serves as a passageway through which a third springbiased seal 96 extends. The seal 96 is mounted for lateral reciprocation and is biased by a leaf spring 98 mounted within a recess I00 formed in a housing 102. The spring biases the seal 96 such that the lateral end 104 thereof abuts a portion of the outside surface of race 64, irrespective of the rotational position of shell 58. In addition, as will be described in detail later, the reciprocation of the seal 96 acts as a pump to effect circulation of a working fluid. To that end housing 102 is hereinafter referred to as a pump and chamber as a pump chamber.

As should be appreciated by those skilled in the art, the eccentric rotation of the shell 58 effects the reciprocation of the seals 68, 82 and 96 as the shells race forces the seals to move against the urging of their associated spring.

The position of the shell 58 with respect to shells 22 and 36, as described heretofore, creates four chambers within the engine, namely, chambers I06, 108, and 112 (see FIG. 2). Chamber 106, hereinafter denoted as the power chamber is arranged to expand under the influence of a power gas introduced therein to effect the rotation of the shaft 24. The space contained between the inside surface of the race 32 of the stationary shell 22, the outside surface of the race 64 of the rotating shell 58 and one side of reciprocating seal 96 forms chamber 106.

Chamber 108, hereinafter denoted as the power gas return chamber, is arranged to contract as chamber 106 expands to effect the recycling of the power gas used in chamber 106. The space contained between the inside surface of race 32 of the outer shell 22, the outside surface of race 64 of the rotating shell 58 and the other side of the reciprocating seal 96 forms chamber 108.

Chamber I10, hereinafter denoted as the highpressure refrigerant gas chamber, is arranged to contract as chamber 106 expands to recycle a refrigerant gas disposed therein. The space contained between the inside surface of race 64 of rotating shell 58, the outside surface of race 42 of stationary shell 36 and one side of seal 82 forms chamber 1 10.

Chamber 112, hereinafter denoted as the lowpressure refrigerant gas chamber, is arranged to expand as the chamber 1 contracts to exhaust the refrigerant gas. To that end the space contained between the inside surface of race 64 of the rotating shell 58, the outside surface of race 42 of stationary shell 36 and the other side of seal 82 form chamber 112.

As can be seen in FIG. 2, the wall 90 divides the interior of shell 36 into two semi-circular hollow chambers. One chamber, hereinafter referred to as the condensation chamber, is denoted by the reference numeral 1 14 and the other chamber, hereinafter referred to as the evaporation chamber, is denoted by the reference number 116.

As will be described in detail later, the evaporation chamber 116 is arranged to effect the evaporation of a power liquid 1 18, such as monobromotrifluoromethane (CBrF,), disposed therein to cause the gas produced thereby to effect the expansion of power chamber 106. The gas, hereinafter denoted as the power gas, passes through a port 120 (see FIGS. 2 and 5) in the sidewall 38 of the inner ring 38 and communicates with a circular recess 122 cut in the outside face of sidewall 38. A similar recess 124 is cut in the inside face of sidewall 60 of shell 58, with recesses 122 and 124 adapted to directly overlie one another, irrespective of the angular position of shell 58 with respect to shell 36, to form therebetween a gas track 126. A passageway 128 (FIG. 5) extends radially through the wall 60 of shell 58 between gas track 126 and a port 130 in the race 64 of shell 58.

Accordingly, gas which enters through port 120 passes through track 126, passageway 128 and out through port 130 into the interior of chamber 106. The expanding gas results in the expansion of chamber 106 and the concomitant clockwise rotation of shell 58 and shaft 24 connected thereto.

As can be seen in FIGS. 2 and 5, the interior of the condensation 114 includes a port 132 which extends through the sidewall 38 of shell 36 to communicate with a circular recess cut into the outside face of sidewall 38 of shell 36. Recess 134 is disposed concentrically within recess 122 and is adapted to abut a mating recess [36 cut into the inner face of sidewall 60 of shell 58, to define a gas track 138 therebetween (see FIG. 3). A radially extending passageway 140 (FIG. 5) is provided within wall 60 between gas track 138 and a port 142 in the race 64 of shell 58. Port 142 communicates with the interior of chamber 108 (see FIG. 2).

As will be described in detail later, used power gases are passed through port 142 and into passageway 140 as chamber 108 contracts, during the rotation of shell 58. The gas passing through passageway 140 enters gas track 138 and form there through port 132 into the interior of condensation chamber 114. As will be described in detail later, the gas received in the condensation chamber condenses therein to result in the reformation of power liquid 118.

Means are provided to transport the liquid which condenses in chamber 1 14 to the evaporation chamber 116 for reuse. Those means include pipe 144 communicating with the interior of chamber 114 (see FIGS. 2 and 3) and serving to carry condensed liquid 118 to pump 102. The point at which the pipe 144 communicates with the interior of chamber 114 serves to estab- 6 lish the level of the liquid condensate within the chamber.

The other end of pipe 144 is connected through a one-way check valve 146 to the pumps input pipe 148. Pipe 148 communicates with the pump chamber 100. A pipe 150 serves as the pumps output and communicates with pump chamber 100. A second one-way check valve 152, similar to valve 146, is connected between pipe 150 and a pipe 154. Pipe 154 is similar in construction to pipe 144 and communicates with the interior of evaporation chamber 116 near the top portion thereof.

The valve 146 is operative to enable liquid to pass from the pipe 144 through it to pump input pipe 148 when it is open. The valve opens when the seal 96 moves towards the center of the engine under the urging of spring 98 and closes when the seal returns.

The valves 152 is operative to open and thereby enable liquid to pass from the outlet pipe 150 through it to pipe 154 when the seal 96 is moving away from the center of the engine and to close to thereby halt the flow of liquid therethrough when the seal is moving toward the center of the engine.

As should be appreciated by those skilled in the art, during the portion of the rotational cycle of the engine wherein the seal 96 is moving toward its innermost or extended position (as shown in FIG. 2) the size of pump chamber 100 increases and during the portion of the operational cycle of the engine when the seal is moving back to its retracted position the pump chamber size decreases.

The transportation of liquid from the condensation chamber 114 to the evaporation chamber 116 is effected as follows: the clockwise rotation of the shell 58 causes the seal 96 to reciprocate. As the seal 96 begins to move under the urging of spring 98 toward the central shaft 24, the one-way check valve 146 opens and the one-way check valve 152 closes. Accordingly, as chamber 100 expands, liquid is drawn through pipe 144, opened valve 146 and pipe 148 into the interior of the chamber. When the seal 96 begins retraction under the urging of race 64, the one way check valve 146 closes and the one way check valve 152 opens, whereupon liquid which had heretofore been drawn into the interior chamber 100 is forced out of the chamber by the retracting seal and passes through pipe 150, opened check valve 152 and pipe 154 into the interior of evaporation chamber 116.

In order to effect the conversion of the power gas into the power liquid within the condensation chamber, a heat exchange member 156, in the form of a tubular coil, is provided within that chamber. The coil 156 is a continuous coil and is disposed in a serpentine manner within the chamber 114 is virtually fill the entire chamber. The coil is hollow throughout its entire length and includes a pair of open ends, the input end of the coil is denoted by the reference numeral 158 and the output end of the coil is denoted by the reference numeral 160. The output end of the coil is connected to the interior of a hollow, semi-circular buffer chamber 162. A pipe 164 communicates with the interior of chamber 162 and extends through wall and terminates in a port 166 in the race 42 of the shell 36. The port 166 communicates with the interior of chamber 112.

The coil 156 is adapted to be supplied with a refrigerant fluid (not shown), such as dichloro, difluoromethane (CCl F by means (to be described later) at its input end 158. The refrigerant liquid is enabled to evaporate within the coil 156 to effect the cooling of the coil. The refrigerant gas which results from the evaporation of the refrigerant liquid in the coil is withdrawn from the coil through the buffer chamber 162, the connecting pipe 164 and port 166 into the interior of chamber 112, by the expansion of the latter (as will be described in detail later) as the shell 36 rotates.

In order to effect the conversion of the power liquid into a power gas within the evaporation chamber, that is, evaporate the power liquid, a heat exchanger 168, in the form of a tubular coil, is provided in the chamber. The coil 168 is constructed in a similar manner to coil 156 and includes an open input end 170 and an open output end 172. A hollow semi-circular buffer chamber 174 is connected to the input end 170 of the coil. A pipe 176 is connected to the interior of the buffer chamber 174 and extends through the wall 90 and terminates in a port 178 in the race 42 of the shell 36. The port 178 communicates with the interior of chamber 110.

The coil 168 is adapted to be supplied with the refrigerant gas at its input end 170. The gas is provided through port 178, pipe 176 and the buffer chamber 174, from the chamber 110 as the latter contracts during the rotation of shell 36.

As will be described in detail later, the refrigerant gas condenses to a liquid within coil 168 and this action effects the heating of the coil.

The condensed refrigerant liquid passes through coil end 172 into one end of a capillary tube 180. The tube 180 extends through the wall 90 of shell 36. The other end of the capillary tube is connected to the input end 158 of coil 156. Accordingly, the refrigerant liquid condensed within coil 168 is enabled to pass through the capillary tube 180 as a liquid and into the interior of coil 156, wherein it evaporates.

It should be pointed out at this juncture that various other volatile fluids can be used in lieu of the heretofore mentioned power and refrigerant fluids, providing that the refrigerant fluid has a substantially higher boiling point that the power fluid.

Additional means are provided within the chamber 116 to effect the evaporation of the power liquid 118 disposed therein. Such means, as will be described later, is operative to initially effect the evaporation of the power liquid to commence the operation of the engine and to maintain the evaporation of the power liquid at a predetermined level to thereby insure continued operation of the engine.

To that end, such means comprise a electrical resistance heating coil 182. The coil is wrapped as a helix within the chamber 118 and is disposed within grooves 183 in the inner surface of the walls forming the chamber. The resiliency of the coil-conductor serves to hold the coil in place. The coil is connected, via suitable means (to be described later) to a source of electrical energy, such as a battery (not shown) and is adapted, when provided with current from said source, to generate heat. The heat generated by the coil 182 causes the power liquid 118 which is disposed within the evaporation chamber 116 to evaporate. It is the evaporation of the power liquid which effects the rotation of shell 58 and the operation of the engine 20.

For ease in understanding the overall operation of the engine 20, the facet of its operation which involves the evaporation and condensation of the power fluid is referred to as the refrigeration cycle, whereas the facet of operation which involves the production of power is referred to as the power cycle.

The operation of the refrigeration cycle is as follows: at the time the power chamber 106 is expanding (as will be described later), the chamber 110 is contracting. The used refrigerant gases which are present in chamber 110, and are at a relatively high temperature, e.g. approximately l50F for CCl F are forced through port 178 in race 42 of shell 36 and pass through communicating pipe 176, through buffer chamber 174 into the interior of coil 168 via its input opening 170. The pressure within the coil is relatively high, e.g. approximately 235 p.s.i. for CCl F Once within the coil the hot gas gives off heat through the walls of the coil to the surrounding power liquid. The power liquid is at a relatively low temperature, e.g. approximately 10F for CBrF This action causes the power liquid to boil off rapidly to produce a hot power gas. e.g. approximately l50F for CBrF while at the same time causing the refrigerant gas to condense into a liquid within the interior of the coil 168. The condensed refrigerant liquid passes through the opening outlet 172 of the coil 168 and into one end of the capillary tube 180.

The refrigerant liquid flows through the capillary tube 180 and into the interior of coil 156 via its open end 158. The pressure within coil 156 is much lower than in coil 168, e.g. 0.5 p.s.i. for CClgF-z, such that the refrigerant liquid vaporizes and cools the coil substantially, e.g. -20F. The evaporated refrigerant gas passes through open outlet 160 of the coil 156 and into the interior of buffer chamber 162 from whence it passes into pipe 164 and through communicating port 166 into chamber 112. At the same time that chamber 110 is contracting and thereby providing gas to the interior of coil 168, the chamber 112 is expanding, thereby extracting the refrigerant gas from the interior of coil 156, via port 166.

Operation of the power cycle is as follows: the power gas, when provided by the pump 102 is at a relatively low temperature, e.g. approximately 10F for CBrF thus when it contacts the hot coils 168 in chamber 116, it boils off quickly, which causes the pressure within the chamber 116 to be quite high, e.g. 570 p.s.i. for CBrF The resulting hot gas passes through port 120, into gas track 126, communicating passageway 128 and out through port 130. Since port 130 is in communication with the interior of power gas chamber 106, the gas provided within that chamber acts against the race 64 of shell 58 to cause the shell to rotate eccentrically on shaft 24. Mechanical power can thus be taken off shaft 24.

At the same time that the power gas chamber 106 is expanding under the influence of the power gas introduced therein, the power gas return chamber 108 is contracting, whereupon the used power gas disposed therein passes through port 142 in race 64 of shell 58, through communicating passageway through gas track 138 and communicating port 132 into the interior of the condensation chamber 114. The pressure within the condensation chamber is relatively low, e.g. approximately 50 p.s.i. for CBrF such that the still hot power gases entering through port 132 condense on the outside surface of the cold coil 156 and the resultant refrigerant liquid drips off the coil and pools up on the bottom of the chamber, that is, on top of wall 90, for pumping back to the evaporation chamber 116.

In FIG. 6 through 13 there is shown in schematic form, the position of the chambers formed between adjacent shells at different points during one complete rotation of the engine.

The view shown in FIG. 6 will, for the purposes of this application, be considered as the starting point in the operation of the engine, although it is to be understood that the engine can begin operation at any point in the rotational orientation of shell 58.

As can be seen in FIG. 6, the power chamber 106 is enclosed between the races of shells 22 and 58 and one side of seal 96. As heretofore noted power gas chamber 106 expands as a result of the introduction of power gas therein through port 130. The expanding power gas works against the race of the shell to effect the expansion of the chamber and concomitant rotation of the shell in the clockwise direction. As the chamber 106 is expanding, the power gas return chamber 108, which is enclosed between the races of shell 22 and 58 and the other side of seal 96, is contracting. This has the effect of forcing previously used power gas (which gas is now in chamber 108) through port 142 for recycling into liquid form in the condensation chamber 114.

As the power gas chamber 106 expands, the high pressure refrigerant gas chamber 110, which is enclosed between the recess of shells 36 and 58 and one side of seal 82, contracts. This action has the effect of forcing used refrigerant gas (which is now in chamber 110) through port 178 into the interior of coil I68, whereupon the refrigerant gas condenses. At the same time that the chamber 110 is contracting, the low pressure refrigerant gas chamber 112, which is enclosed between the races of shell 36 and 58 and the other side of seal 82, is expanding. Accordingly, the refrigerant liquid which is introduced into the coil I56 and which vaporizes therein is evacuated through port 166 into the chamber 112.

As shown in FIGS. 7 at a later point in the cycle of operation of the engine 20, port 130 has rotated past seal 68 such that chamber 106 includes two portions. One portion of chamber 106 is the space in communication with port 130 and enclosed between one side of seal 68 and the races of shells 22 and 58, and the other portion of the chamber 106 is the space between the shells 22 and 58, the other side of seal 68 and one side of seal 96. This later portion of chamber 106 will hereinafter be referred to as a trapped gas space since no ports communicate with it.

As can be seen in FIG. 7, the total space enclosed by chamber 106 is larger than that shown in FIG. 6. Furthermore, chamber 106 continues to enlarge thereby continuing the rotation of the engine as described heretofore. Conversely chamber 108 is now smaller, having recycled some more power gas back to the condensation chamber. At the same time chamber 110 is also smaller, having contracted and forced its refrigerant gas into the coil 168 for condensation, whereas chamber 112 is evan larger, having expanded to exhaust more used refrigerant gas from the coil 156.

As shown in FIG. 8 at a still later point in the cycle of operation of engine 20, both portions of chamber 106 are even larger and the chamber continues to enlarge, thereby continuing the rotation of the engine. Conversely, chamber 108 is even smaller, having recy cled some more power gas back to the condensation chamber. At the same time, chamber is also even smaller, having contracted and forced its refrigerant gas into coil 168 for condensation therein, whereas chamber 112 is even larger, havaing expanded to exhaust still more used refrigerant gas from coil 156.

As shown in FIG. 9 at a still later point in the cycle of operation both portions of chamber 106 are even larger and continue to enlarge, thereby continuing the rotation of the engine. Conversely, chamber 108 is yet even smaller, having recycled even more power gas back to the condensation chamber. At the same time, chamber 110 is also yet even smaller, having contracted and forced more refrigerant gas into coil 168 for condensation therein, whereas chamber 114 is also yet even larger, having expanded to exhaust still more used refrigerant gas from coil 156.

In the schematic view of FIG. 10, the shell 58 has rotated to the point wherein port 142 communicates with the chamber which immediately before formed the trapped power gas space portion of chamber 106. Since this chamber is now in communication with port 142, it now becomes the power gas return chamber 108.

The power gas produced by the continued operation of the power liquid in the evaporation chamber passes through port and into the remaining portion of chamber 106, that is the portion defined between races 22 and 58 and the bottom side of seal 68, to thereby continue the expansion of chamber 106 and the concomitant rotation of engine 20.

Furthermore, as can be seen in FIG. 10, when the shell 58 has rotated to the position shown therein, chamber 110 ceases to exist and the entire space between the races of shells 58 and 36 defines chamber 112.

As shown in FIG. 1 I, at still a later point in the cycle of operation of engine 20, the shell 58 has rotated to the point wherein the port 130 has passed the seal 96. Accordingly, the power gas chamber 106 now includes two portions, one portion being the trapped gas portion between one side of seal 96 and one side of seal 68 and the races of shells 22 and 58 and the other portion of chamber 116 being that portion communicating with port 130 and between the other side of seal 96 and the races of shells 22 and 58. The gas exiting through port 130 causes the portion of chamber 106 in communication therewith to expand, thereby continuing the rotation of the engine. Conversely, chamber 108 is now smaller, having recycled more power gas back to the condensing chamber.

Once shell 58 has rotated past the point as shown in FIG. 10, what had theretofore been chamber 112, now becomes chamber 110 and a new chamber 112 is formed in the space between the races of shells 36 and 58 and the underside of seal 82. The continued rotation of shell 58 causes chamber 110 to get smaller and thereby force more refrigerant gas into coil 168 for condensation, while chamber 112 gets larger for exhausting more used refrigerant gas from coil 156.

As shown in FIG. 12, at a still later point in the cycle of operation of engine 20, chamber 106 is even larger and continues to enlarge, thereby continuing the rotation of the engine. Conversely, chamber 108 is now even smaller, having recycled even more power gas back to the condensation chamber. At the same time chamber 110 is also even smaller, having contracted and forced its refrigerant gas into coil 168 for condensation, whereas chamber 112 is also even larger, having 1 l expanded to exhaust more used refrigerant gas from coil 156.

As shown in FIG. 13, at a still later point in the cycle of operation, chamber 106 is even larger and continues to enlarge thereby continuing the rotation of the engine. Conversely, chamber 108 is now even smaller, having recycled yet more power gas back to the condensation chamber. Also, at the same time, chamber 110 is yet even smaller having contracted and forced yet more refrigerant gas into the coil 168 for condensation therein and a chamber 112 is also yet even larger, having expanded to exhaust still more used refrigerant gas from coil 156.

The continued rotation of shell 58 brings the engine back to the position shown in FIG. 6.

As should be appreciated by those skilled in the art, engines built in accordance with this invention need not be rotary engines but can be reciprocating engines. In any event, any engine built in accordance with this invention is not only pollution-free, since such an engine does not burn any fuel and does not exhaust any products of combustion into the atmosphere, but is also highly efficient in that heat produced by the engine is recycled back to effectuate further operation of the engine.

in order to keep the heat loss by the engine to a minimum, and thereby produce an extremely efficient engine, suitable insulation (not shown) may be provided about the engine.

Irrespective of the amount of insulation used, some heat is necessarily lost through the operation of the engine. Accordingly, in order to insure that the engine continues torun once it is started, sensing means (not shown) is provided to monitor the running of the engine and to enable the battery to energize the heating coil 182 when further heat is necessary to effect the evaporation of the power liquid within the evaporation chamber.

Owing to the high efficiency of the engine, it is not necessary to continuously energize the heating coil to operate the engine and the heating coil is only energized when additional vaporizing heat is necessary.

Furthermore, engines constructed in accordance with this invention have a constant power thrust, which eliminates the need of a gear ratio transmission when the engine is used to drive a vehicle.

Further, yet, since the engine has only moving parts, vibration is kept at a very low level and the engine runs very quietly.

Furtherstill, the heat emission from the engine is kept to an extremely low level due to the fact that the refrigerant liquid absorbes heat and boils into a vapor and thereafter condenses to a liquid again while regaining most of the heat which had been used to boil it off.

Without further elaboration, the foregoing will so fully illustrate my invention that others may, by applying current or future knowledge, readily adapt the same for use under various conditions of service.

What is claimed as the invention is:

l. A pollution-free engine comprising a first chamber which expands in response to the evaporation of a first voltile refrigerant gas, shaft means connected to said first chamber to provide mechanical power when said first chamber expands, said first gas being provided to the first chamber from an evaporation chamber wherein a first volatile liquid is boiled off to form said first gas, a second chamber which contracts as said first chamber expands, said second chamber serving to recycle gas used in the first chamber by providing such gas to a condensation chamber, said condensation chamber acting to condense said first gas to said first liquid and means for providing the condensed first liquid to the evaporation chamber, said evaporation chamber comprising a first exchanger connected through passageway means to a third chamber, said third chamber containing a second volatile fluid in the form of a gas and contracting as the first chamber expands, whereupon said second fluid condenses to form a second liquid in the first heat exchanger to thereby provide heat to the first liquid within the evaporation chamber to cause said first liquid to evaporate, said condensation chamber comprising a second heat exchanger connected to the first heat exchanger by a passageway to receive condensed liquid therefrom, said second heat exchanger also being connected through passageway means to a fourth chamber which expands as the third chamber contracts, whereupon the condensed second liquid evaporates in the second heat exchanger, to thereby extract heat from the first gas within the condensation chamber to cause said first gas to condense into said first liquid.

2. The engine of claim 1 wherein said first liquid has a significantly lower boiling point than said second liquid.

3. The engine of claim 2 wherein heating means are provided in said evaporation chamber to cause said first liquid to boil off to form said first gas.

4. The engine of claim 3 wherein the heating means is coupled to an external power source, said external power source forming the only power source for said engine.

5. The engine of claim 4 wherein said engine comprises a first hollow cylindrical shell whose peripheral wall forms a circular race, a second hollow cylindrical shell whose peripheral wall forms a circular race, said second shell being disposed coaxially within said first shell, said first and second shell being fixedly mounted with respect to each other, and a third hollow cylindrical shell whose peripheral wall forms a circular race, said third shell being connected to said shaft and being disposed with its race between the races of the first and second shells and being adapted for eccentric rotation about the axis of the said first and second shells, where upon a peripheral portion of the exterior surface of the race of the third shell contacts the interior surface of the race of the first shell and a diametrically opposed peripheral portion of the interior surface of the race of the third shell contacts the exterior surface of the race of the second shell.

6. The engine of claim 5, additionally comprising a first movable seal disposed between the race of the first shell and the race of the third shell, said first seal being able to reciprocate so as to always be in contact with said races, a second movable seal, diametrically opposed to said first seal and disposed between the race of the first shell and the race of the third shell, said second seal being able to reciprocate so as to always remain in contact with said races, and a third movable seal disposed between the race of the second shell and the race of the third shell, said third seal being able to reciprocate so as to always remain in contact with said races.

7. The engine of claim 6 wherein the space contained between the race of the stationary first shell, the race of the movable third shell, and the point at which the race of the first shell is contacted by the race of the third shell. and the first seal, forms the second chamber, wherein the space contained between the race of the movable third shell. the race of the fixed second shell, the point at which the race of the second shell is contacted by the race of the third shell, and of the third seal forms said fourth chamber.

8. The engine of claim 7 wherein said evaporation chamber is disposed within said second shell and wherein said condensation chamber is also disposed within said second shell but is separated from the evaporation chamber.

9. The engine of claim 8 wherein first conduit means are provided to connect the interior of the evaporation chamber to a first port communicating with said first chamber and wherein said conduit means are provided to connect the interior of the condensation chamber to a second port communicating with said second chamber.

10. The engines of claim 9 wherein third conduit means are connected between the interior of the first heat exchanger and a third port communicating with the interior of said third chamber and wherein fourth conduit means are connected between the interior of the second heat exchanger and a fourth port communicating with the interior of the fourth chamber.

11. The engine of claim 10 wherein the first and second heat exchangers, each comprise a hollow coil.

12. The engine of claim 11 wherein said means for providing the condensed first liquid to the evaporation chamber comprise a pump.

13. The engine of claim 12 wherein said pump operates in conjunction with the reciprocation of said first movable seal.

14. The engine of claim 13 wherein said seals are spring biased.

15. The engine of claim 14 wherein said heating means comprise an electrical resistance heating coil.

16. The engine of claim 15 wherein a capillary tube serves to carry the second liquid from the interior of the first heat exchanger to the interior of the second heat exchanger.

17. The engine of claim 15 wherein said shells include a pair of circular sidewalls.

l It I! l I! 

1. A pollution-free engine comprising a first chamber which expands in response to the evaporation of a first voltile refrigerant gas, shaft means connected to said first chamber to provide mechanical power when said first chamber expands, said first gas being provided to the first chamber from an evaporation chamber wherein a first volatile liquid is boiled off to form said first gas, a second chamber which contracts as said first chamber expands, said second chamber serving to recycle gas used in the first chamber by providing such gas to a condensation chamber, said condensation chamber acting to condense said first gas to said first liquid and means for providing the condensed first liquid to the evaporation chamber, said evaporation chamber comprising a first exchanger connected through passageway means to a third chamber, said third chamber containing a second volatile fluid in the form of a gas and contracting as the first chamber expands, whereupon said second fluid condenses to form a second liquid in the first heat exchanger to thereby provide heat to the first liquid within the evaporation chamber to cause said first liquid to evaporate, said condensation chamber comprising a second heat exchanger connected to the first heat exchanger by a passageway to receive condensed liquid therefrom, said second heat exchanger also being connected through passageway means to a fourth chamber which expands as the third chamber contracts, whereupon the condensed second liquid evaporates in the second heat exchanger, to thereby extract heat from the first gas within the condensation chamber to cause said first gas to condense into said first liquid.
 2. The engine of claim 1 wherein said first liquid has a significantly lower boiling point than said second liquid.
 3. The engine of claim 2 wherein heating means are provided in said evaporation chamber to cause said first liquid to boil off to form said first gas.
 4. The engine of claim 3 wherein the heating means is coupled to an external power source, said external power source forming the only power source for said engine.
 5. The engine of claim 4 wherein said engine comprises a first hollow cylindrical shell whose peripheral wall forms a circular race, a second hollow cylindrical shell whose peripheral wall forms a circular race, said second shell being disposed coaxially within said first shell, said first and second shell being fixedly mounted with respect to each other, and a third hollow cylindrical shell whose peripheral wall forms a circular race, said third shell being connected to said shaft and being disposed with its race between the races of the first and second shells and being adapted for eccentric rotation about the axis of the said first and second shells, whereupon a peripheral portion of the exterior surface of the race of the third shell contacts the interior surface of the race of the first shell and a diametrically opposed peripheral portion of the interior surface of the race of the third shell contacts the exterior surface of the race of the second shell.
 6. The engine of claim 5, additionally comprising a first movable seal disposed between the race of the first shell and the race of the third shell, said first seal being able to reciprocate so as to always be in contact with said races, a second movable seal, diametrically opposed to said first seal and disposed between the race of the first shell and the race of the third shell, said second seal being able to reciprocate so as to always remain in contact with said races, and a third movable seal disposed between the race of the second shell and the race of the third shell, said third seal being able to reciprocate so as to always remain in contact with said races.
 7. The engine of claim 6 wherein the space contained between the race of the stationary first shell, the race of the movable third shell, and the point at which the race of the first shell is contacted by the race of the third shell, and the first seal, forms the second chamber, wherein the space contained between the race of the movable third shell, the race of the fixed second shell, the point at which the race of the second shell is contacted by the race of the third shell, and of the third seal forms said fourth chamber.
 8. The engine of claim 7 wherein said evaporation chamber is disposed within said second shell and wherein said condensation chamber is also disposed within said second shell but is separated from the evaporation chamber.
 9. The engine of claim 8 wherein first conduit means are provided to connect the interior of the evaporation chamber to a first port communicating with said first chamber and wherein said conduit means are provided to connect the interior of the condensation chamber to a second port communicating with said second chamber.
 10. The engines of claim 9 wherein third conduit means are connected between the interior of the first heat exchanger and a third port communicating with the interior of said third chamber and wherein fourth conduit means are connected between the interior of the second heat exchanger and a fourth port communicating with the interior of the fourth chamber.
 11. The engine of claim 10 wherein the first and second heat exchangers, each comprise a hollow coil.
 12. The engine of claim 11 wherein said means for providing the condensed first liquid to the evaporation chamber comprise a pump.
 13. The engine of claim 12 wherein said pump operates in conjunction with the reciprocation of said first movable seal.
 14. The engine of claim 13 wherein said seals are spring biased.
 15. The engine of claim 14 wherein said heating means comprise an electrical resistance heating coil.
 16. The engine of claim 15 wherein a capillary tube serves to carry the second liquid from the interior of the first heat exchanger to the interior of the second heat exchanger.
 17. The engine of claim 15 wherein said shells include a pair of circular sidewalls. 